Savannah 2019 Plan

• Adding two new public spaces along Waters Avenue 50

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• Improving Atlantic Avenue north of Baldwin Park to Gwinnett, so it’s a “shared street” that prioritizes walking and cycling while still accommodating vehicles. The double allee of palm trees is continued from Baldwin Park all the way north. Atlantic Avenue, looking north from Baldwin Park Same view, with new palm trees, pavement and pervious parking areas. 52

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SECTION 3 Mid-City While the multiple neighborhoods south of Forsyth Park go by a variety of names, for the purposes of this Plan we used the all-encompassing term “Mid-City.” This area essentially runs from Henry Street south to 52nd Street, and from Ogeechee Road to East Broad Street. 54

Mid-City is in many ways the new frontier for redevelopment, renovations and infill development in Savannah. As downtown continues to grow and change, more and more people are looking farther south to these downtown-adjacent neighborhoods as places to live, to go for entertainment and to work. Since these are largely intact, historic neighborhoods, the Plan has fewer big changes or projects suggested, except where opportunity allows. Most improvements shown can be made incrementally. However, this area will still change substantially over the coming years, and the concepts shown suggest how to best plan for change and make these neighborhoods as livable as possible. Victory Park The most dramatic, sweeping proposal is to create “Victory Park” along Victory Drive between Bull Street and Martin Luther King, Jr. Blvd. Currently, Victory Drive in that section is a barrier between neighborhoods. Traffic is heavy, there are few or no sidewalks or landscaping, and crossing the street on foot is treacherous. The Plan looks to utilize the current alignment of West 43rd Street as the new west-bound lanes of Victory Drive, and to utilize the existing Victory Drive for east-bound lanes. Each side would have two lanes of traffic, plus parking on the street. The green areas have a deficit of park space This allows both directions to have significantly improved sidewalk and tree lawn areas, and makes all intersections much more navigable on foot. Most notably, Bull Street and Victory would be 55

much simpler and easier to cross, allowing for the current redevelopment energy to extend to the south. The new alignment also creates an opportunity for a signature park, in an area in short supply of park space. While a few historic structures would have to be relocated over time, the vast majority of structures in this area are not historically contributing buildings. Should the larger park not be feasible, the two end blocks could at least become small parks with monuments and attractive landscaping. That alone would help resolve the awkward geometry and create desirable public spaces along two corridors that need it. Victory Park, between Bull Street and Martin Luther King, Jr. Boulevard 56

An aerial view of Victory and Bull, looking west The same aerial view, showing Victory Park and surrounding development 57

Bingville South of Victory Drive along Bull Street is the Bingville neighborhood, which is another area that is already changing. It’s obvious it’s likely to see more change in the coming years. The Plan anticipates change, and shows what is possible along the Bull Street corridor, with a new neighborhood center, possible changes to homes on the east side of Bull Street and new bicycle infrastructure. Bull Street, south of Victory Drive Same view, with a new neighborhood center and renovations along Bull Street 58

Rail/Trail A major opportunity prominently affecting Mid-City is the railroad that cuts across it diagonally. While seen as a negative for obvious reasons, it actually presents a chance for a great civic amenity. The Plan anticipates using the railroad right-of-way for a multi-use path, next to the existing rail line. This Rail and Trail alignment is something that has been accomplished in dozens of other communities nationwide, and would be a tremendous asset for Savannah. The concept is explored in greater detail in Chapter 4. 37th near Price, looking northeast Same view, showing rail with trail and new development 59

Continued Redevelopment and Cycling Today, most of the attention in Mid-City is on the Bull Street corridor. But over time, substantial similar activity is likely to occur on many of the north-south mixed-use corridors. Habersham Street, in particular, is one street that is almost certainly going to change. The Plan illustrates one location on Habersham to visualize the possible change, and shows how improvements to cycling and street trees can also help the entire neighborhood as it grows. Habersham Street, looking north at 42nd Street Same view, showing protected bike lane, street trees and new develompent 60

Public Space Improvements Throughout Mid-City, a number of opportunities exist to dramatically improve public space, and to raise the streets, squares and parks to the same level as those in the Landmark Historic District. Thomas Square is a notable example. The square itself has been carved up with parking and driveways, disconnecting it from the surrounding streets. This Plan proposes to remove the parking and drives (some new parking is added on Drayton Street and 35th Street), make 35th Street a shared space, and look for opportunities to add a cafe adjacent to the library in the square. This would help bring more consistent, positive activity to the square, and welcome more people to use it regularly. Thomas Park retrofit 61

Another long-term opportunity to improve public space and connections is at the terminus of Washington Avenue, west to Hopkins Street. West 47th and Orchard Streets combine to create a very small block from Martin Luther King, Jr. Blvd. to Florance Street. Similarly, between Barnard Street and Martin Luther King, Jr. Blvd., a series of buildings blocks off the connection between Washington Avenue and West 47th Street. This Plan proposes a bold, long-term concept of connecting these streets, so a beautiful boulevard would run from Hopkins Street all the way east past Daffin Park to Bee Road. Not only would this be a long, beautiful street connecting some historically separated neighborhoods, but it would also serve as an important bikeway link across the city. 62

CHAPTER 4 Mobility As SDRA worked on the long-term character and development potential of our study areas, we used a series of key principles for mobility. 1. All citizens should have meaningful options for walking, biking, public transportation and driving. 2. Street networks function better for mobility than corridors. 3. Two-way traffic is preferred over one-way traffic for safety and value. The pages that follow show more detail on each mobility principle and concept, along with case studies 63

SECTION 1 Street Network Savannah’s downtown today is blanketed by a network of one-way streets, mixed in with two-way streets. The pattern was created in a previous era in order to move traffic quickly in and out of downtown. Unfortunately, the pattern today causes numerous problems: • The one-way streets have a very high amount of severe crashes of all types, since they encourage speeding in an otherwise low-speed network. • The one-way streets degrade the livability of the properties on them, and hurt quality-of-life for all people living downtown. • The one-way streets cause tremendous confusion for drivers, especially the large number of visitors who come to Savannah on a daily basis. Note the increase in crashes on all streets except for Price Street 64

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Since Savannah’s downtown does not have a typical 9-5 commuting pattern, the demand for rush-hour capacity is not relevant. Traffic volumes are noticeably low for a downtown, and peak hour congestion only happens where the street network is disrupted or not connected. This Plan proposes to revert all of the fast one-way streets back to two-way traffic, with parking on the street. In addition, it is recommended to use principles of access management on all major streets. The resulting two-way network will have the following immediate benefits: • Traffic speed will decrease, which will dramatically enhance public safety. On similar streets that have been traffic calmed, it’s not uncommon to see crashes of all types reduced by thirty to fifty percent. • Property values will increase on the reverted streets. Again, repeated examples from Savannah and elsewhere have shown the direct benefits to properties in urban neighborhoods when streets are reverted from one-way to two-way and traffic calmed. • The enhanced livability that comes from reverting these streets will positively impact all properties downtown, not just those which front the one-way streets today. • Traffic will flow more smoothly with a simple, predictable network of two-way streets. Drivers will understand that each street is a through street, and not be searching for faster outlets, which often cause longer trips and congestion. • Neighborhood-scale retail will be viable in more locations. One-way streets reduce the visibility of stores, which makes them less viable operations. Cities throughout the country have been reverting one-way street networks in downtowns back to two-way for about two decades now. Just in the southeast, cities such as Charlotte, Chattanooga and Atlanta have either begun or are completing major efforts to revert street networks. The needs of a previous era are no longer relevant to the future, and we’ve learned by now how dangerous and destructive these designs can be. 66

Considerations for reversion in Savannah should include: • A phasing plan for making alterations. Certain streets are easier to change (such as East Broad Street), and others will take more time and resources. • Coordination with trolley companies. A two-way network will need close management of slow- Lincoln Street, north of Oglethorpe. This section is effectively moving vehicles, especially what is proposed for Drayton, Whitaker and Price Streets, during peak times. except at Forsyth Park where the protected bike lane replaces on-street parking. • A plan to manage or remove large buses and tractor/trailers from downtown streets, and/or manage delivery times for large trucks. • Public education on the change 67

SECTION 2 Savannah's Tree Canopy Walk around Savannah today and you are largely enjoying a canopy of live oak trees that was planted a hundred years ago or more. These trees are not just beautiful - they provide the shade that makes the city livable in the hot summer months, helps to cool the streets, sidewalks, and air and absorbs rain that frequently drenches us. The problem is that these trees are dying off. Typical current street tree condition A hundred years ago, most of the streets in Savannah were dirt, and therefore the live oak trees had ample room to spread their roots and grow. Now, they are often encased in pavement and small tree lawns. New live oak or canopy trees simply will not grow to the same, mature size unless there is more room for the roots to take hold. It should go without saying that without a healthy tree canopy, Savannah would be intolerable for many months. While every solution should be explored to Taking a parking space away for a tree help extend the current canopy’s life, and to plant new trees that can thrive, the Plan suggests we look for additional space in the street to create planting areas. This can be accomplished quite easily by occasionally removing a street parking space and creating a planter area. Fortunately, we have several examples where this has already been done. The Plan recommends this concept be instituted on a systematic basis, on all streets and corridors that have the space. 68

SECTION 3 Active Transportation More and more citizens are demanding active transportation options as a means of getting around town. Whether walking, running or biking, it’s clear that there’s tremendous pent-up demand for both recreational and utilitarian needs. In fact, these are the primary transportation modes of many residents. The good news is that Savannah has a unique opportunity to build upon its previous efforts and create a first-class network that not only loops around and through downtown, but also connects to similar paths and lanes citywide. These types of facilities mix perfectly with urban lifestyles and the neighborhoods that exist in the greater downtown area. They complement the original design intent of walking, and help to reduce the demand for driving and parking. The phases highlighted here in downtown offer the opportunity to implement some early phases of the Tide to Town plan, which connects the entire city of Savannah. Building off of the Truman Linear Trail and proposals for the Springfield Canal Trail, Tide to Town will consist of 88 linear miles of off-street paths and on-street protected paths, from the Southside all the way to River Street. Examples from Georgia are pictured below: 69

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SECTION 4 Public Transportation A cornerstone of any successful city of Savannah’s size or larger is a meaningful network of public transportation which can move people through the city at all times of day. No successful, thriving urban area exists without a strong backbone of public transportation. As Savannah continues to develop, the importance of its public transportation will only grow. In recent years, the revamping of the dot shuttle has been a great success. The simple, logical routes are working to encourage more people to use the shuttles instead of driving and parking. As the shuttle expands its hours, it is likely more and more people will use the service for entertainment and commuting. The free service within the greater downtown area aligns with the experience of other cities utilizing new methods to increase ridership. Baltimore, for example, is a leader among American cities offering a number of free, heavily-used bus routes into its downtown from the immediate neighborhoods. Kansas City is offering free service on its new, successful streetcar line connecting downtown to adjoining areas. Many other cities are also experimenting with similar results. The benefits are numerous, since the biggest pool of potential transit riders are in the more densely-populated neighborhoods within a few miles of downtown. If they have reliable, quality service, it enhances the desirability of those neighborhoods, reduces demand for cars, and completes a virtuous circle that allows them to continue to grow and urbanize. The Plan anticipates two primary changes to today’s transit system; both of which are illustrated on the following pages. 1. The two-way street network will simplify routes and turning for long- distance routes. 2. The dot shuttle will eventually expand geographically. 72

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SECTION 5 Street Design and Sections The Plan suggests the following designs for certain streets, consistent with the fol- lowing principles for street design: • For the vast majority of streets in downtown, streets should have a target speed of 20-25 mph. For major streets, a target speed of 25-35 mph is recommended. These are consistent with best practices from NACTO and ITE. • For major streets, limit driveways and entries per access management principles. • For bikeway design, refer to the NACTO Urban Bikeway Design Guide. Where possible, use protected bike infrastructure as illustrated below. 75

Bull Street, south of Forsyth Park: Montgomery Street, from 52nd Street to Liberty to Oglethorpe: 76

Habersham Street, from Victory Drive to Gaston Street: East Broad Street, from Victory Drive to Gwinnett Street: 77

Whitaker, Drayton and Price Streets: Abercorn Street, from 37th Street to Victory Drive: 78

37th Street, from Habersham to Ogeechee Road: Anderson Street: 79

Henry Street: Gwinnett Street, from Martin Luther King, Jr. Blvd. to Stiles Ave.: 80

SECTION 6 Rail / Trail Like many older cities, Savannah has a variety of transportation infrastructure crossing through its streets. The mixture of railroads, waterways and streets is not uncommon. What is unique is how a railroad cuts through at an angle through so many different neighborhoods, and that it contains an unusually large right-of- way. Today this railroad is mostly thought of as a nuisance. The Plan anticipates working with the railroad to create a trail within the rail right-of-way, so it can become a feature to be celebrated and enjoyed, and a key link in the active transportation plan. While at first blush, it may seem unusual to have a trail in an existing freight right- of-way, it is not uncommon. According to a report from the US Department of Transportation, there are currently at least 65 such rails with trails in existence today in the United States. Pictured below is a very successful example from Fayetteville, Arkansas. The Plan anticipates using a rail with trail for the portion that cuts through the city from at least the Springfield Canal up to near President Street, where it can link to the proposed Bilbo Canal trail. 81

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SECTION 7 Railroad Option: Underground While the Plan proposes working today to implement the rail with trail, another option to create value and alleviate the nuisance issue with the railroad is to work toward putting a portion of the rail line underground. A great deal of the rail line runs on the high ground for downtown, and could be tunneled to solve crossing issues and create a trail feature on top of the tunnel. A map on the following page shows the potential extent of where the line can be most easily placed underground. The benefits of working to place it underground are obvious: it would eliminate the noise issue at most street crossings; it would create a cleaner and more attractive trail amenity at ground level; and it would likely enhance all real estate value within many blocks of the current railroad. Further, it makes operations easier for the railroad itself, which is likely to expand its usage in coming years with further industrial development along East President Street. 83

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SECTION 8 Commuting and Parking Even with better transportation options, there’s no doubt that people will still be driving into downtown in large numbers for many years to come. In fact, regional growth to the west (in an entirely car-dependent fashion) ensures more traffic and more pressure on parking demand. The Plan recognizes this reality, and is guided by these key concepts: 1. Where possible, we should attempt to reduce the demand for driving and parking in downtown. Downtown’s streets can only handle so much car traffic before they become unlivable. Sacrificing livability for commuting (especially fast commuting) is a recipe for economic failure and harms the City’s tax base. 2. Encourage people to utilize transportation other than driving, by providing high-quality, meaningful options. This is especially helpful for people who live within three miles of the downtown core. 3. For people commuting into downtown, utilize parking garages on the periphery of downtown, and tie them to the dot shuttle and biking options to minimize driving into downtown itself. This reduces traffic conflicts and the need for expensive parking where land is the most valuable. 4. Find opportunities for even more remote parking options on cheap land, which can accommodate visitors, people working downtown and anyone who wants a free or cheaper option. 5. With two-way streets throughout downtown, encourage commuters to use East Broad and Martin Luther King, Jr. Boulevard through directional signage. Fast commuting should not be encouraged through the middle of downtown neighborhoods very active with pedestrians and cyclists. Along East Broad and Martin Luther King, Jr. Boulevard care should also be taken to slow design speeds in areas of heavy pedestrian traffic. 85

Potential locations for commuter parking garages: Savannah Convention Center, Canal District, Visitor’s Center, Yamacraw/Indian Street, Savannah River Landing, Wheaton & East Broad, Bull Street Corridor, Habersham Street Corridor 86

SECTION 9 Truck Traffic For many years, one of the greatest trouble spots for downtown has been the design of Bay Street, and the need for it to move significant truck traffic east and west. As the only designated truck route, Bay Street carries nearly 3,000 trucks per day through the heart of the Historic District and disrupts the quality of life and experience of downtown. Bay has also been a deadly street for pedestrians and cyclists. However, the trucks represent a critical need, and support vital industries and employers both east and west of downtown. Many previous studies have shown there are no easy options to remove the truck traffic from Bay Street. All solutions either come with great expense, or with some shared sacrifice. This Plan recognizes reality and agrees. While it’s true that trucks could be diverted from Bay Street today, the consequences of doing so are difficult to measure. At a minimum, doing so would harm the livelihood of drivers who would then need to drive many miles out of their way on a routine basis. This Plan recommends two very different actions be considered. 1. First, in the short term, allow trucks to utilize more of the downtown street network, in order to disperse the traffic. While no one truly wants heavy truck traffic in their own area, the reality of allowing vastly more options is that no one street would be over-burdened by thousands of trucks per day. Using, for example, East Broad, 37th Street, Boundary Street and Liberty Street more frequently would help to relieve issues on Bay Street. 2. Work toward extending the Truman Parkway across the Savannah River, to connect with US 17 in South Carolina. While this would be a very expensive endeavor, it would enable all truck traffic to be removed from Bay Street, and force it to loop around downtown. 87

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S E C T I O N 10 East-West Traffic Another common refrain in Savannah is the need for better east-west connections across the city, from west Chatham to the islands. Since Savannah largely grew in a north-south fashion (aligning with the high ground), it’s not surprising there are few opportunities for roadway connections. The Plan identified a few potential improvements, which are noted below. It should also be noted, however, it’s commonly known now that as traffic capacity expands, cars tend to fill it. Known as “induced demand,” it’s been well-documented that additional roadway capacity tends to create an incentive to drive more, until ultimately demand again causes similar congestion issues. Where possible, the Plan recommends to tie improved east-west connections to the ability to create more transportation and lifestyle options, and to enhance safety of all. Recommendations: 1. Study in detail the design and construction of roundabouts along Victory Drive near the Truman Parkway and east to Skidaway Road. Roundabouts serve two important functional improvements: they reduce injuries and fatalities in some cases by nearly 100%. They make for better pedestrian connections and they keep traffic flowing better than signals. 2. Design and construct a roundabout at the intersection of Skidaway Road, and Henry/Anderson as two-way streets. 3. Consider connecting 37th Street across to Skidaway Road, and completing a new square at the intersection. The square can resolve current conflicting street intersections and create a public gathering space / neighborhood center for the Gordonston area. 89

Key east-west traffic corridors in greater downtown, and possible improvements A proposed roundabout at Skidaway Drive and Anderson/Henry 90

The current “5 points” intersection along Skidaway Drive near Bonaventure Road A proposed redesign of the intersection to create a park space and neighborhood center A view of the new neighborhood center. Drawings by Jason Combs 91

S E C T I O N 11 Bonus: Shared Space Design In many cities, the new best-practice in street design is called Shared Space, or Shared Streets. These designs are generally curb-less, and allow all users to operate slowly within the same physical environment. Cars, bikes, pedestrians and more all share the same space; the pavement is often textured; and all vehicles move slowly. Numerous examples have shown this to be a very safe design approach, in the right context. Below are some examples of shared spaces in other cities. Where might shared spaces work in Savannah? While the Plan didn’t suggest any specifically, shared spaces could be implemented in any of the squares, around any of the larger parks, or in some special locations such as in front of the Cathedral. This design approach is certain to take over many similar types of active pedestrian cities in the coming years, and in many respects it harkens back to how Savannah’s public spaces were originally used. 92

CHAPTER 5 Development As with Mobility, the Plan embraced a set of principles related to development: 1. Development is not a dirty word. Urban development creates value, access to opportunity and builds wealth for all. Suburban-style development in a downtown area, however, can destroy value and limit opportunity. 2. Density, paired with walkability, helps to support local shops and services. 3. Buildings that reflect the “genetic material” of Savannah should be the easiest to permit and approve for new construction. 4. Cities and neighborhoods are most resilient when they have a wide diversity of types of buildings. This not only allows for multi-generational and mixed- income living, but also protects a city from the whims of real estate cycles. 5. In keeping with our persona, Savannah should aspire to beauty and good proportion from new architecture. New buildings should enhance our legacy. 93

SECTION 1 Legalizing Savannah When cities began to adopt Zoning: RIP-A zoning in the 1920s, it was often Minimum Lot Area Per Unit with the mindset of the new, (600 per unit for a total of modern city. This idea was 2,400) This has 2,300 intended to discard much of the Building Coverage: 75% Max, historic city, and replace it with this has 99% low-density, suburban Density: 70 is Max, this has 111 development that required a car Parking: 6 required, this has 0 to access. Savannah’s zoning code on-site from 1962 embodies much of this spirit, even in the downtown Zoning: TN-2 zones. Parking 3 spaces required, has 0 off- Fortunately, people began to push street back from these notions in the Building Coverage 1960s, and created the historic 60% max, has 63% preservation movement. With its Density (close) success, we’ve reached a 20 is max, this has 17.4 crossroads now where new construction is in high demand in Zoning: TC-1 Savannah. Density 20 units per acre max. This Unfortunately, that old zoning building is 70 units per acre (19 code does not readily allow the apartments on .26 acres) construction of new buildings Parking: 17 minimum required that fit Savannah’s historic – currently has 8 off-street pattern. The Plan suggests this mistake should be remedied as we move to a new zoning code. 94

SECTION 2 Missing Middle Buildings Missing Middle is a range of multi-unit or clustered housing types compatible in scale with single-family homes that help meet the growing demand for walkable urban living. These types provide diverse housing options along a spectrum of affordability. They include duplexes, four-plexes, and bungalow courts, to support walkable communities, locally-serving retail, and public transportation options. Missing Middle Housing provides a solution to the mismatch between the available U.S. housing stock and shifting demographics combined with the growing demand for walkability. In Savannah, our neighborhoods are dotted with virtually all of the Missing Middle Housing Types. The neighborhoods north of Victory Drive, and even portions of Ardsley Park are replete with duplexes, carriage houses, small mixed- use buildings and more. Unfortunately, most of these types are either not allowable in today’s zoning codes and city ordinances, or functionally not allowable because they require so many variances. Cities across the country are also struggling with this dilemma, and are repairing their codes so these types can again be permitted easily. The Plan recommends that Savannah undertake this as part of NewZO. 95

SECTION 3 NewZo The City and Metropolitan Planning Commission have been working on a new zoning ordinance for over a decade. While the effort has had many unfortunate starts and stops, it appears to again be headed to public bodies for consideration. There’s no question that Savannah is in desperate need of a new zoning ordinance. Virtually everyone who utilizes it agrees. In order for the new ordinance to be effective though, it needs to embrace current best practices in zoning and development review. And NewZO must work to legalize Savannah’s basic building types for infill development and new construction, or it will have done little to make a difference in the years to come. The Plan supports the Healthy Savannah coalition’s NewZO recommendations, and offers the following for incorporation into the final document: 1. Remove artificial limits on density in all D and T districts, especially “per unit”. 2. Correct setback requirements that do not allow for Missing Middle buildings. 3. Reform parking requirements so Missing Middle buildings are not required to provide onerous amounts of off-street parking, and that they can utilize a pay- in-lieu fee to opt-out of off-street parking. 4. Raise building coverage limits to ensure Missing Middle types are allowable by- right. 5. Allow Accessory Dwelling Units (carriage houses) by-right in all neighborhoods. 6. Reform impervious surface requirements in the City’s ordinances to exempt smaller projects and Missing Middle types. 7. Ensure that downtown expansion areas follow the Savannah pattern of block size and lot size. 8. Allow more flexibility on temporary uses, especially for longer periods of time. 96

SECTION 4 Form-Based Codes Once NewZO has been adopted, it is imperative Savannah begin to embrace the next generation of zoning tools, which are typically called form-based codes (FBCs.) FBCs were first put into use about 20 years ago, and have become widely adopted in communities across the country. The City of Miami replaced their entire ordinance with an FBC approach, and other cities are working towards it. The virtue of an FBC is that it is tailored specifically for walkable, urban development. It places design and building form on top of the priority pyramid, since building uses change frequently in the urban condition. FBCs streamline regulations and review processes, but provide a more predictable outcome for all because they graphically depict what is allowed and encouraged. 97

SECTION 5 Building Heights While the Plan does not specifically address building heights and locations, it does suggest it’s time to start a greater discussion about building height in Savannah. Just as our Missing Middle types are not allowable today, we have many historic buildings that would not be allowed simply because of height. In addition, we have several streets that have very wide rights-of-way that are limited to relatively short buildings in today’s regulations. A basic principle of design is that wider streets need more height, or they don’t feel “enclosed” enough and comfortable for pedestrians. When humans don’t feel comfortable on a street, it reduces value, foot traffic and it can reduce public safety. We have many beloved taller buildings in Savannah, and we should be open to a conversation about what and where height is appropriate, and what is economical. Since a large majority of properties are protected from demolition, the amount of land available for development is quite small. Limiting those remaining sites to three stories will hamper our ability to meet the demand, and have a negative impact on affordability and the viability of local shops and services. Again, the Plan did not have the time to weigh in with specific recommendations, but it does suggest a deeper conversation is necessary. 98

SECTION 6 Lean Urbanism Pink Zone Lean Urbanism is an approach to community building which requires fewer resources. It is a response to the requirements, complexities and costs that disproportionately burden small-scale developers, builders, and entrepreneurs. The Project for Lean Urbanism is developing tools and sharing techniques to better enable small-scale development and entrepreneurial activity. It focuses on incremental, successional growth, by reducing the resources required for compliance, and by providing ways to work around onerous financial, bureaucratic, and regulatory processes. The tools and techniques will be released freely, for all to use. These tools, along with the focus on requiring fewer resources and working around onerous processes, will allow more people to participate in the building of their homes, businesses, and communities. A Pink Zone — an area where the red tape is lightened — is the locus for implementation of Lean strategies and improvements, and it identifies an area where new protocols are pre-negotiated and experiments are conducted, all with the goal of removing impediments to economic development and community- building. In Savannah, Savannah Development and Renewal Authority (SDRA) has been working with the Project for Lean Urbanism on two potential Pink Zone locations - one that straddles a portion of Waters Avenue, and one that works within the MLK/Montgomery corridor area. SDRA and City staff have been working with the team to identify the specific tools that can enhance small-scale development in these particular areas. Ideas explored include easing certain zoning and storm water requirements through an Overlay Zone, pre-approving small building designs, such as carriage houses and duplexes, and using City-owned properties to incubate temporary markets. 99